Sanding system.



. Nd. 753,194. PATEN'TED APR. 26, 1904.

' w. SGHAAKE.

SANDING SYSTEM. APPLICATION FILED SEP' I. 28, 1903 N0 MODEL. SHBETVSEEET, 2.

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UNITED STATES Patented April 26, 1904.

PATENT OFFICE.

WV ILLIAM- SCHAAKE, OF SCHENEGTADY, NEW YORK, ASSIGNOR TO GEN- ERAL ELECTRlO COMPANY, ACORPORATION OF .NEVV YORK.

SANDING SYSTEM.

SPECIFICATION forming part of Lettersl atent No. 758,194, dated April 26, 1904.

Application filed September 28, 1903. Serial No. 174,896. (No model.) I

To all whom; it may concern:

tady, in the county of Schenectady, State of New York, have invented. certain new and useful Improvements in Sanding Systems, of.

which the following is a specification.

. My invention relates to sanding systems,- with especial reference to track-sanding systems for use on locomotives or cars.

Inascending grades it isdesirable to apply sand to the rails in front of the driving-wheels to makesaid Wheels take hold of the rails and prevent slipping, or in case the car begins to back down agrade to apply sand in front of the wheels as they move down said grade. It is also desirable that this sand be deposited directly in front of as many driving or braking wheels as possible in either direction of movement of the car or train and to provide means whereby the depositing of said sand may be controlled from any point of the car or train.

The main object of my invention is to simplify the construction and arrangement of a sanding system which is applicable for use on a single unit or a plurality of units coupled together to form a train. Y

In carrying out my invention I employ sanding devices located on each unit or car of the train and means located at any desired point on any car of the train for controlling the simultaneous operation of the sanding devices for one direction-of movement of the car or train without operating the sanding devices for the opposite direction of movement.

More specifically considered, my invention consists of a single unit or a plurality of units coupled together to form a train, a pneumatic track-sanding device on each unit,and electromagnetically actuated means controlled from any desired point on the car or train for controlling the simultaneous operation of said pneumatically-actuated sanding devices,

whetherlocated on a singleunit or distributed on the several units of the train.

My invention further comprises improvements in the construction and arrangement of an electromagnetically-actuated valve espe- My invention will be more clearly understood by reference to the accompanying drawings, in which- Figure 1 illustrates an elevation of a twounit electric locomotive, showing parts broken away and in section, equipped with my improved sanding system. Fig. 2 is a sectional plan view through the trap of the pneumatically-actuated sander, the said sectional View being taken on the line 2 2 of Fig. 1. Fig. 3 is a vertical section through the preferred form of electromagneticallyactuated valve which controls the supply of compressed air to the pneumatically-actuated sanding device. Fig. 4 is a vertical section of a modified form of said electromagnetically-actuated valve. Fig. 5 is a diagrammatic plan view of the locomotive shown in Fig. 1, illustrating the pneumatic and electrical connections of the sanding system for the two units; and Fig. 6

is a diagrammatic plan view, on a larger scale, of the pneumatic piping connections and electric control-circuits on a single unit of the 10- comotive.

Referring now to Figs. 1 and 5, the locomotive units are represented by A and A. Each of said units is made up of a heavy body structure a, on which is mounted the superstructure the direction indicated by the arrow. Also connecting with each of said traps are the pipes 12 and 13, which respectively communicate with the sources of compressed-air supply, (indicated by the tanks 14 and 15.) The pipes 12 connect with the tank 14 through the pipes 37 and 28 and the electrically-actuated valve 19. The pipes .13 connect with the tank 15 through the pipes 37 and 28 and the electrically-actuatedlvalve 19. This is shown more clearly in Fig. 6.

The structure of pneumatic sander which I prefer to use is indicated in the sectional plan view shown in Fig. 2, the trap 8 of said sander being divided into two parts by means of the partition 16. The pipes 9, leading from the sand-receptacles7, enter the said trap on opposite sides of the partition or diaphragm 16.- The pipes 12 and 13, which conduct compressed air to said traps, lead to the nozzles 17 and 18, respectively, the said nozzles being provided with fine' openings. The nozzles -may be adjusted, if desired, to control the force of the blast-of compressed air which ejects the saiid from the trap through the pipes 10 and 11, respectively, and also to control the quantity of sand ejected. The sandpipcs 10 and 11, respectively, lead from the trap 8 from'points directly opposite the nozzles 17 and 18, respectively. The specific pneumatic sander herein described forms no part of my present invention. A more detailed description of said device may be had by referring to the patent to Leach, No. 656,553,

.granted August 21, 1900.

The supply of compressed airto the pipes 12 and 13 from the tanks 14 and 15, respectively, is controlled by the electromagnetically-actuated valves 19 and 19, respectively. The actuating-coil for the valve 19 is connected to the train-wire 20 and also to ground at G. The actuating-coil of the valve 19 is connected to the train-wire 21 and also to ground at G. The energization of said trainwires 20and 21 is controlled by the doublethrow switch 22, the movable arm 23 of which is permanently connected to the trolley or collector shoe T or to a source of current-supply carried by the car and may be thrown into register with the fixed contact 24, which is connected with the train-wire 20 or the fixed contact 25, which is connected with the trainwire 21. These double-throw control-switches 22 maybe located at any desired points on the car or train, but preferably in diagonal corners of each unit adjacent to the controller 0. Two independent switches .may be used in place of the double-throw switch 22, if so desired. The corresponding train-wires in each unit are connected bymeans of the jumpers 20 and 21'. (Shown clearly in Fig. 5.) The reservoirs or tanks 14 and 15 may be the main storage-reservoirs of the air-brake system, or, if desired, the compressed air may be taken from the train-pipe or any other part of the valve illustrated in Fig. 3, the actuating-coil of said valve is indicated at 26 and is supported in the frame 27, the coil being wound on the spool 50. of-non-magnetic material. The compressed air enters the top of said casing 27 through the pipe 28, thence through the passage-way 29, formed in the fixed core 30, thence through the passage-ways 31 and 32, formed in the movable core 33. The said movable core reciprocates-in the non-magnetic sleeve 34, to the lower end of which is fastened the valve-casing 35, having a valveseat 36 formed therein. The movable core 33 forms the valve, the lower end of said core being constructed'so as to register with the seat 36, and the core is held in its position on said seat by gravity assisted by the pressure of the compressed air. The outlet from said casing is through the pipe 37. Whenever the actuating-coil 26 is energized, the movable core 33 is lifted sufficiently to operate the valve, so as to allow compressed air to pass directly through the casing into the pipe The advantages of such a structure as that shown in Fig. 3 are that the valve is entirely self-contained, all moving parts being within an air-tight casing, and the inlet and outlet passage-ways are so located as to permit the air to pass directly through the solenoid, thereby cooling said solenoid when current is passing therethrough.

In the modified form of electromagnetically-actuated valve shown in Fig. 4 the entire structure is contained within an air-tight casing 38, which thoroughly protects the parts from injury from any external cause. This valve is operated by a magnet having a movable armature 39 in contradistinction to the solenoid type shown in Fig. 3. The actuating-coil 40 is wound about the fixed core 41, which, with the outer casing 38, forms the poles of the magnet which attracts the armature 39. The said armature 39 carries a projection 42, which is adapted to engage the lower end of the rod 43, which passes through an opening in the core 41. The upper end of the rod 43 engages the spindle 44 of the valve 44, which is normally maintained upon its seat 45 by means of the spring 46, assisted by the compressed air which enters the chamber 47 above said valve 44 through the passage-way48, leading to the pipe 28. The said valve controls communication between said chamber 47 and the outlet 49, leading to the pipe 37.

i In the operation of my improved sanding system when it is desired to deposit sand in front of the wheels 0 and 0 of each unit, considering that the locomotive is going in the direction indicated by the arrow, the movable arm 23 of the double-throw switch 22 is thrown into engagement with the fixed contact 25. I The current then passes from the trolley or collector shoe T through the switch 22into the train-wire 21 and from said trainwire through the connections leading to the 15 through pipes 28 and 37 into air-pipes 13,

leading tothe traps of the various sanding devices. traps through the pipes 10 and deposited on the. rails directly in front of the drivingwheels 0 and 0 When it-is desired to deposit sand in front of the wheels 0 and 0 when the locomotive is backing upthat is, moving in the direction opposite to that indicated by the arrow'it is merelynecessary to throw the movable member 23 of the double-throw switch 22, which is adjacent to the mastercontroller, such as C, from which the locomo-.

tive is for the time being controlled, into engagement with the fixed contact 24, so as to energize the train-wire 20. Current then passes from the trolley T through the switch 22, train-wire 20, connections leading to the re- 7 spective electromagnetically-actuated valves 19 in the several units to ground at G. Compressed air is therefore admitted from the reservoirs 14: throughout the train through the pipes 28, valves 19, pipes 37 to the pipes 12, which lead to the traps of the several sanding devices. A The sand is therefore forced through the pipes 1 1 and deposited on the rails in front of the wheels 0 and f of each unit. The pipes maybe readily arranged to deposit sand in front of each wheel for either direction of movement, if so desired.

While I have shown my invention as applied to a two-unit electric locomotive, the invention is not limited to such use, as it is clearly applicable to trains made up of any number of units and can readily be applied to trains which are made up of units propelled by some power other thanelectricity. The invention is also applicable for use whenever a sand-blast is required.

I aim in the appended claims to cover all modifications of my invention which do not depart from its spirit and scope.

What I claim as new, and desire to secure by Letters Patent of the United States, is

1. In combination, a plurality of units coupled together to form a train, sanding devices on each unit adapted to deposit sand in front of the wheels of each unit for either direction of movement, and means located at any desired point on the train for controlling the operation of the sanding devices for one direction of movement without operating the sanding devices for the opposite direction of movement.

2. A pneumatic sanding device, and electrically-operated means for controlling said sanding device.

The sand is then forced from said 3. A locomotive equipped with a plurality of pneumatically actuated "sanding devices adapted to deposit'sand in front of the driving-wheels of said locomotive for either direction of movement, and electromagneticallyof said pneumatically-actuated sanding devices. P I

4. A locomotive equipped with a plurality of pneumatically actuated sanding devices adapted to deposit sand in front of the driv ing-wheels of said locomotive for either direc tion'of movement,---and' electrically-operated means for independentlycontrolling the operation of the sanding devices which deposit sand in front of the wheels when the locomotive is moving in one directionand the sandactuated means for controlling-the operation ing-devices which deposit sand in front of the wheels when the locomotive is moving in the opposite direction.

5. In combination, a plurality of self-propelled vehicles coupled together to form a train, pneumatically-actuated sanding devices carried by each vehicle, electrically-operated means for controlling the operation of said sanding devices, and means located at any desired point on the vehicle or train for controlling the operation of said electromagnetically actuated means.

6. In combination, a plurality of self-propelledvehicles coupled together to form a train, pneumatically-actuated sanding devices carried by each vehicle, electrically-operated means for controlling the operation of said sanding devices, and means located at any point on the vehicle or train for controlling the simultaneous operation of all the sanding devices which deposit sand in front of the wheels when the train is moving in one direction and for independently controlling the operation of all the devices which deposit sand in front of the wheels when the train is moving in the opposite direction.

7. In combination, a plurality of units couactuated sanding device carried by one of said units, a source of compressed-fluid supply also carried by said unit, and means located on another of said units for controlling the admission of compressed fluid to each sanding device from said source of fluid-supply.

8. In combination, a plurality of units coupled together to form a train, a pneumaticallyactuated sanding device carried by one of said units, electromagnetically-actuated means for controlling the operation of said sanding device, and means located on another unit of the train for controlling the operation of said electromagnetically-actuated means.

9. In combination, a plurality of units cou pled together to form a train, pneumatically-actuated sanding devices carriedby each of said units, electromagnetically actuated valves for controlling the supply" of compressed air to said pneumatic sanding devices,

train-wires running throughout the train'connected with the actuating-coils of said valves, and switches located at any desired point or points for controlling the energization of said train-wires.

10. In combination, a plurality of units coupled together to form a train, pneumaticallyactuated sanding devices carried by each unit, said sanding devices being so constructed and arranged that they will deposit sand in front of the wheels of said unit in either direction of movement, a source of compressed-air supply carried by eachunit, electromagneticallyactuated valves for controlling the supply of compressed air to said pneumatic sanding devices, and a switch or switches located at any desired point on the train for controlling the energization of the actuating-coils of said electromagnetically-actuated valves to cause the sand to be deposited on the track in front of said wheels as desired.

11. In combination with a fluid-pressure system, an electromagnetically-actuated valve comprising a solenoid, a core for said solenoid forming the valve, and a casing in which said valve operates, said casing having a passageway leading therefrom through said solenoid whereby the fluid controlled by said valve may pass through the solenoid to cool the same when current is passing therethrough.

In witness whereof I have hereunto set my hand this 25th day of September, 1903.

WILLIAM SCHAAKE.

Witnesses:

HELEN ORFoRn, Gr. 0. HOLLISTER. 

